Vehicle warning system

ABSTRACT

A warning system for vehicles includes a controller and a light arrangement mounted to a vehicle. The controller includes a g force sensor configured to measure a g force value being exerted on the vehicle. The light arrangement is operationally coupled to the controller and is configured to flash at different flash rates based on the measured g force values sensed by the controller. The controller can be operationally coupled to a brake light sensor and can be numerically leveled upon activation of the brake light sensor.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.60/633,663, filed Dec. 4, 2004, the contents of which are hereinincorporated by reference.

BACKGROUND

The stopping and starting of “bumper to bumper” traffic during travel onhighways and roads during “rush hour” or during a “traffic jam” is asource of risk of vehicle collisions. A driver may not notice that aproceeding car is decelerating until it is too late to act. In addition,a driver may be unable to judge how quickly or to what extent theproceeding car is decelerating.

Normally, a vehicle traveling in such traffic is warned that a precedingcar is decelerating when the brake lights of the preceding car areilluminated. Typically, the brake lights illuminate with a constantintensity while the brake pedal is depressed and darken when the brakepedal is released.

There is a need for additional improvements to further assist in theprevention of vehicle collisions.

SUMMARY OF THE INVENTION

In general terms, this patent relates to a vehicle warning system.

One aspect provides a vehicle warning system including a controller anda light bar arrangement. The controller is mounted to a vehicle andincludes a g force sensor. The g force sensor is configured to measure ag force value being exerted on the vehicle. The controller is configuredto compare the measured g force value to at least a first thresholdvalue and a second threshold value. The light bar arrangement is mountedto the vehicle and operationally coupled to the controller. The lightbar arrangement is configured to flash at a first flash rate if thecontroller determines that the measured g force value is intermediatethe first threshold value and the second threshold value and to flash ata second flash rate if the controller determines that the measured gforce value equals or exceeds the second threshold value.

Another aspect provides a method for warning trailing vehicles of rapiddeceleration of a leading vehicle. The method includes sensingactivation of a vehicle brake light system of the leading vehicle,obtaining a first g force value of the leading vehicle when theactivation is sensed, and obtaining a second g force value of theleading vehicle. The method further includes comparing the second gforce value to the first g force value and illuminating at least aportion of a light bar arrangement viewable to at least one trailingvehicle if a difference between the second g force value and the first gforce value exceeds a first threshold value.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other advantages of the present invention are best understoodwith reference to the drawings, in which:

FIG. 1 is a block diagram of a vehicle warning system according to oneembodiment of the present disclosure;

FIG. 2 is a diagrammatic view of one side of the housing of a controlleraccording to one embodiment of the present disclosure;

FIG. 3 is a schematic diagram of a light bar arrangement according toone embodiment of the present disclosure;

FIG. 4 is a chart of one illumination sequence for the vehicle warningsystem according to one embodiment of the present disclosure;

FIG. 5 is a diagrammatic view of a second side of the housing of thecontroller shown in FIG. 2 according to one embodiment of the presentdisclosure;

FIG. 6 is a circuit diagram for a vehicle warning system according toone embodiment of the present disclosure;

FIG. 7 is a circuit diagram for another vehicle warning system accordingto one embodiment of the present disclosure;

FIG. 8 is a top view of the additional embodiment of the vehicle warningsystem controller according to one embodiment of the present disclosure;

FIG. 8A illustrates an output plug of a controller configured totransmit output to a light bar arrangement according to one embodimentof the present disclosure;

FIG. 9 is a side view for the additional embodiment of the vehiclewarning system controller according to one embodiment of the presentdisclosure;

FIG. 10 a wiring diagram for a circuit layout of an alternativeembodiment of controller according to one embodiment of the presentdisclosure;

FIG. 11 is a wiring diagram for a threshold circuit configurationaccording to one embodiment of the present disclosure;

FIG. 12 is a partial component layout and wiring diagram for the secondprinted circuit board PCB2 shown in FIG. 9 of the alternative controlleraccording to one embodiment of the present disclosure;

FIG. 13 is a circuit diagram of an optional voltage regulator that canbe used in the circuits implementing embodiments of the presentdisclosure; and

FIG. 14 is a circuit diagram of an optional circuit enabling thealternative controller to provide visual confirmation of when thecircuit is leveling the g force sensor according to one embodiment ofthe present disclosure.

DETAILED DESCRIPTION

A vehicle warning system warns a trailing vehicle that a leading vehicleis rapidly decelerating. In some embodiments, the warning system alertsa driver of a trailing vehicle to the severity and rate of decelerationof a leading vehicle. In the following description, for purposes ofexplanation, numerous specific details are set forth in order to providea thorough understanding of the present invention. It will be evident,however, to one skilled in the art that the present invention may bepracticed without these specific details.

Referring to FIG. 1, one exemplary embodiment of a vehicle warningsystem 10 is shown. The vehicle warning system 10 includes a controller60 and a light bar arrangement 20. Although a light bar arrangement isshown, it can be readily appreciated that other light arrangements, suchas may be used within the vehicle industry, are also within the scope ofthe invention. The controller 60 includes a g force sensor 12 configuredto measure the g force exerted on a vehicle 8. When the g force exertedon the vehicle 8, as measured by the g force sensor 12, exceeds a firstpre-programmed threshold, the controller 60 sends a signal to the lightbar arrangement 20 causing the light bar arrangement 20 to illuminate.In one embodiment, the controller 60 signals the light bar arrangement20 to turn off when the g force sensor 12 determines that the g forcebeing exerted on the vehicle 8 has dropped below the first thresholdlevel. In another embodiment, the controller 60 signals the light bararrangement 20 to turn off when the g force sensor 12 determines thatthe g force being exerted on the vehicle 8 has dropped below anotherpre-programmed level.

In general, the g force exerted on a vehicle 8 varies based on thetopography and resistance of the road over which the vehicle istraveling. For example, a vehicle will typically experience negative gforce values when traveling downhill and positive g force values whentraveling uphill. In some embodiments, leveling the g force reading ofthe g force sensor 12 enables a more accurate measurement of theincrease in the g force exerted on the vehicle. For the purposes of thisdisclosure, leveling the g force refers to determining the increase in gforce in reference to a base g force value.

Leveling the g force reading includes comparing a current g forcemeasurement against a base g force value. In some embodiments, the baseg force value is zero. In other embodiments, the base g force isestablished during the course of travel. In a preferred embodiment, thecontroller 60 sets the base g force value to the value of the g forcebeing exerted on the vehicle 8 when the vehicle 8 begins to decelerate.Subsequent g force readings are then compared against the newly set baseg force value.

The controller 60 is configured to mount to a vehicle 8. In someembodiments, the controller 60 is portable, enabling after marketinstallation of the controller 60. In other embodiments, the controller60 can be installed during the vehicle manufacturing process. In apreferred embodiment, the controller 60 mounts to the passengercompartment 8 a of the vehicle 8. However, in other possibleembodiments, the controller 60 may mount to the engine compartment 8 band the trunk area 8 c of the vehicle 8. In still other possibleembodiments, the controller 60 may mount to an exterior of the vehicle8. In one possible embodiment, the wiring harness 25 a extends from oneend of the vehicle 8 a to the other end 8 c, thereby allowinginstallation of the controller 60 in the engine compartment 8 b and thelight bar apparatus 20 on the rear of the vehicle 8 c.

In some embodiments, the controller 60 is electrically coupled to thelight bar arrangement 20 via a wiring harness 25 a and to a power source18 via a power feed wiring harness 2 b. In other embodiments, wiringharness couplers 14, 16 are interposed between the light bar arrangement20, the controller 60, and the power source 18, respectively. In apreferred embodiment, the power source 18 is a 12-volt DC power sourceavailable within the vehicle 8, such as the fuse box (not shown).

Referring to FIG. 2, there is illustrated a side view of one exemplaryembodiment of the controller 60 including a housing 32. The housing 32includes a lamp arrangement input/output port 36, a voltage input port37, and a programming port 38. The light bar arrangement input/outputport 36 enables the controller 60 to send signals to and receive signalsfrom the light bar arrangement 20. The voltage input port 37 enables thecontroller 60 to receive electrical power from the power source 18. Theprogramming port 38 enables programming instructions to be input to thecontroller 60.

Referring to FIG. 3, one exemplary embodiment of the light bararrangement 20 includes at least two light bars 21 a, 21 b viewable to atrailing vehicle. In a preferred embodiment, the light bars 21 a, 21 bare mounted to a rear of the vehicle 8. In some embodiments, the lightbars 21 a, 21 b are electrically coupled by a wiring harness 25 c.

In some embodiments, each light bar 21 a, 21 b includes multiple lampscapable of operating independently of one another. In a preferredembodiment, each light bar 21 a, 21 b includes at least an inner lamp 22a, 22 b, a center lamp 23 a, 23 b, and an outer lamp 24 a, 24 b, therebyforming first, second, and third lamp pairs 22, 23, 24, respectively. Inother possible embodiments, the lamps 22 a-24 b are individuallycontrolled and do not operate in pairs.

The controller 60 operates the lamps 22 a-24 b of the light bararrangement 20. In some embodiments, the controller 60 stores anactivation threshold value and a deactivation threshold value for eachlamp pair 22-24. Each lamp pair 22-24 illuminates when g force exertedon the vehicle 8 reaches the activation threshold and turns off when theg force exerted on the vehicle 8 reaches the deactivation threshold. Insome possible embodiments, multiple activation and deactivationthresholds may be programmed into the controller 60, each activation anddeactivation threshold corresponding with a different lamp pair.

In some embodiments, the vehicle warning system 10 enters a differentmode of operation for each g force threshold met or exceeded by thevehicle 8. Each mode of operation activates a different illuminationsequence of the light bar arrangement 20. In some embodiments, anillumination sequence includes the illumination of a particular pair orpairs 22-24 of lamps on the light bar arrangement 20 flashing at aunique flash rate. In other embodiments, an illumination sequenceincludes the illumination of a particular set of lamp pairs 22-24flashing at a unique flash rate. In still other embodiments, theilluminated lamp pairs may flash at different flash rates.

In some embodiments, the vehicle warning system 10 has four modes ofoperation. However, in other embodiments, a vehicle warning system mayhave more or fewer modes of operation without deviating from theteachings and scope of the present invention. In one embodiment, thefirst mode of the vehicle warning system 10 activates when the brakelights of the vehicle 8 activate. All of the lamps 22 a-24 b of thelight bar arrangement 20 remain deactivated during the first mode.

In some embodiments, the g force sensor 12 activates when the vehiclewarning system 10 enters the first mode of operation. In other possibleembodiments, the g force sensor 12 activates when the vehicle ignitionis activated. During the first mode of operation, the controller 60establishes a base g force value. In one exemplary embodiment, thecontroller 60 sets the base g force value as the current value beingsensed by the g force sensor 12. In one embodiment, the controller 60sets the base g force value when the brake lights of the vehicle 8activate. Values of all subsequent g force measurements are determinedwith reference to the base value.

The second, third, and fourth modes of operation of the vehicle warningsystem 10 are activated when the g forces exerted on the vehicle 8exceed a first, second, and third g force threshold level, respectively.In some embodiments, each g force threshold level is preprogrammed intothe controller 60. In one embodiment, the controller 60 stores a firstactivation threshold setting A, a second activation threshold setting B,and a third activation threshold setting C, where A is less than B, B isless than C, and C is the greatest g force threshold setting.

In some embodiments, the vehicle warning system 10 initializes in thefirst mode of operation and enters the second mode of operation when thecontroller 60 determines that a measured g force value is equal to orgreater than the first activation threshold setting A, but less than thesecond activation threshold setting B. Entering the second mode ofoperation causes a first set of lamp pairs 22-24 of the light bararrangement 20 to illuminate. In one embodiment, entering the secondmode of operation causes the inner lamp pair 22 to illuminate.

In some embodiments, the vehicle warning system 10 enters the third modeof operation when the controller 60 determines that the measured g forcevalue is equal to or greater than the second activation threshold valueB, but less than the third activation threshold value C. Entering thethird mode of operation causes a second set of lamp pairs 22-24 of thelight bar arrangement 20 to illuminate. In one example embodiment,entering the third mode of operation causes the inner and center lamppairs 22, 23 to illuminate.

In some embodiments, the vehicle warning system 10 enters the fourthmode of operation when the controller 60 determines that the measured gforce value is equal to or greater than the third activation thresholdsetting C. Entering the fourth mode of operation causes a third set oflamp pairs 22-24 of the light bar arrangement 20 to illuminate. In oneexample embodiment, entering the fourth mode of operation causes theinner, center, and outer lamp pairs 22-24 to illuminate.

In some embodiments, the second, third, and fourth modes of operationcause the lamp pairs 22-24 to flash according to first, second, andthird flash sequences L, M, N, respectively. Each flash sequence L, M, Nincludes a flash rate and a flash order. The flashing sequence N of thefourth mode of operation overrides the flashing sequences L, M of theprevious modes of operation. The flashing sequence M of the third modeof operation overrides the flashing sequence L of the second mode ofoperation.

In a preferred embodiment, only the inner lamp pair 22 begins a firstpreprogrammed flashing sequence L in the second mode of operation. Theinner and center lamp pairs 22, 23 begin a second preprogrammed flashingsequence M in the third mode of operation. The innermost lamp pair 22does not continue to flash according to sequence L, but rather begins toflash according to sequence M along with the center lamp pair 23. In thefourth mode of operation, all lamp pairs 22-24 illuminate and flashaccording to a third flashing sequence N. Of course, in otherembodiments, each lamp pair may continue to flash according to thepre-programmed flash sequence associated with the mode of operation inwhich the lamp pair is first illuminated.

In some embodiments, the urgency of the situation to the trailingvehicle driver (e.g., the rate and magnitude of the deceleration of theleading vehicle) is conveyed in the quantity of lamps illuminated andthe flash rate and sequence of illumination of the light bar arrangement20. In one embodiment, the flashing rate of the light bar arrangement 20increases corresponding to the amount of increase in g forces exerted onthe vehicle 8. For example, in one embodiment, flash sequence N isfaster than flash sequence M and flash sequence M is faster than flashsequence L.

Referring to FIG. 4, an exemplary rate of flash for the second, third,and fourth modes of operation is provided. In general, different modesof operation are shown over a time period of 2 seconds, from time T0 totime T2. The chart assumes that the g force reading from the g forcesensor 12 is reaches or exceeds the threshold value for each respectivemode of operation at time T0 and drops below the threshold value at timeT2. The chart is broken horizontally into time periods of 0.25 seconds.

For example, in some possible embodiments, the flash sequence L is the“lowest” warning rate in which only the innermost lamps 22 a, 22 b onthe light bar apparatus 20 flash at a slow rate. In the illustratedembodiment, the innermost lamps 22 a, 22 b turn on when the firstthreshold value A is met or exceeded and remain on for 0.35 seconds. Theinnermost lamps 22 a, 22 b then turn off for 0.35 seconds. This sequenceis repeated until the g force sensor reading exceeds the secondthreshold value B or drops below the first threshold value A.

In some embodiments, the flash sequence M is the mid-range warning ratein which the innermost lights 22 a, 22 b and center lights 23 a, 23 b ofthe light bar apparatus 20 flash at a faster pace than in flash sequenceL. In the example embodiment shown in FIG. 4, the innermost lights 22 a,22 b and center lights 23 a, 23 b turn on when the second thresholdvalue B is met or exceeded and remain on for 0.25 seconds. The innermostlights 22 a, 22 b and center lights 23 a, 23 b then turn off for 0.25seconds. This sequence is repeated until the g force sensor readingexceeds the third threshold value C or drops below the second thresholdvalue B.

In some embodiment, the flash sequence N is the highest level of warningin which all lamp pairs 22-24 on the light bar arrangement 20 flash atthe greatest flash rate. In the example embodiment shown in FIG. 4, allthree lamp pairs 22-24 turn on when the third threshold value C is metor exceeded and remain on for 0.15 seconds. The lamp pairs 22-24 thenturn off for 0.15 seconds. This sequence is repeated until the g forcesensor reading drops below the threshold value C.

Referring now to FIG. 5, in one exemplary embodiment, the controller 60includes first, second, and third input acceptors 33, 34, 35,respectively to program the threshold values into the controller 60. Ofcourse, in other embodiments, the threshold values could be hardwiredinto the controller 60 and cannot be changed. In one embodiment, theinput acceptors 33, 34, 35 are buttons arranged on a side of the housing32 opposite the side depicted in FIG. 2. In some embodiments, the firstinput acceptor 33 includes a mode button, the second input acceptor 34includes an increment button, and the third input acceptor 35 includes adecrement button.

In general, pressing the mode button 33 causes the controller 60 tocycle through settings for each mode of operation. In one embodiment,pressing the mode button 33 causes a display on the controller 60 cyclesthrough the flash rate, activation threshold setting, and deactivationthreshold setting for each mode of operation. In other embodiments, themode button 33 can also be used to modify the flash rate and thresholdvalues for each mode. In still other embodiments, pressing the modebutton 3 sets the vehicle warning system 10 into the first mode ofoperation in which the g force sensor 12 obtains a base g force valueand then iteratively measures the g force exerted on the vehicle 8.

In some embodiments, pressing the increment button 34 and the decrementbutton 35 once will increase and decrease, respectively, the value ofthe displayed setting by one numerical value. In one embodiment,pressing and holding down the increment button 34 or the decrementbutton 35 will adjust the values rapidly, repeatedly cycling through thepossible numerical values.

In a embodiment, the controller 60 initializes in the first mode ofoperation. Thereafter, pressing the mode button 33 cycles the controller60 to the next setting for each mode of operation and through each mode.For example, pressing the mode button 33 once cycles the controller 60to a flash rate for the second mode of operation. Pressing the modebutton 33 a second time cycles the controller 60 to the first activationthreshold value. Pressing the mode button 33 a third time cycles thecontroller 60 to the deactivation threshold value for the second mode ofoperation. The flash rate and threshold value settings for the third andfourth mode of operation follow.

Referring to FIG. 6, a circuit diagram for one exemplary embodiment of acontroller 60 is shown. The controller 60 is configured to beelectrically coupled to the power source 18 via power connector 41 andto the light bar arrangement 20 via light bar circuits 90, 91, 92. Thecontroller 60 is configured to operate the light bar arrangement 20. Thecontroller 60 includes a g force sensor 12, a microprocessor 62, and abrake light sensor 65. In one embodiment, the controller 60 furtherincludes a display screen 68.

The g force sensor 12 is configured to measure the g force exerted on avehicle, such as vehicle 8 of FIG. 1. The microprocessor 62 isconfigured to operate the g force sensor 12 and to determine whether theg force exerted on the vehicle exceeds at least one preset threshold.One possible example of a suitable microprocessor 62 is model numberPIC16F870-I/SP by Microchip Technology Inc. The microprocessor 62 isalso operationally coupled to the brake light sensor 65. The brake lightsensor 65 determines whether the brake lights of the vehicle have beenactivated.

Referring now to FIG. 7, in another embodiment, the controller 60 isconfigured to couple to one or more existing safety and operationalequipment within a vehicle, such as vehicle 8 of FIG. 1. In variousembodiments, the controller 60 can be coupled to the vehicle's air bagsystem, the vehicle's ABS or other braking system, and the vehicle'sside impact sensors. In such embodiments, the microprocessor 62 of thecontroller 60 is configured to couple to an air bag system 70, an ABS,TCS, or AYC braking system 72, an audible alarm speaker 74, and externalside impact sensor (not shown). Of course, in other embodiments, anydesired sensors and vehicle systems could be coupled to themicroprocessor 62.

In some embodiments, the activation of one or more of the existingsafety or operational equipment 70, 72, 74 can activate one of theescalated modes of operation independent of the g force sensor readings.For example, in one exemplary embodiment, activation of a vehicle'sbrake lights 65 and reaching or exceeding the threshold preset activatesthe second mode of operation whereas activation of the vehicle'santi-lock brakes 72 can activate the third mode of operation. In anotherexemplary embodiment, the deployment of a vehicle's airbags 70 activatesthe fourth mode of operation of the controller 60.

In one embodiment, each wiring circuit connector 70, 72, 74, is coupledto a “female” connector (not shown) which is mounted through a housing,such as housing 32 of FIG. 2, of the controller 60 (shown in FIG. 3) andis configured to be coupled to a “male” connector (not shown) to createan electrical connection between the microprocessor 62 of the controller60 and each of the external elements, such as the brake lights 65 andair bag system 70 (shown in FIG. 7), in the operation of the vehiclewarning system 10.

Referring now to FIGS. 8-12, a further embodiment of a controller isshown. FIG. 8 illustrates a controller 60′ including a first printedcircuit board PCB1 and a second printed circuit board PCB2. Thecontroller 60′ further includes a housing 32′ having a light barconnector 36′, a power input 37′, and programming inputs 38 a-38 i. Thefirst printed circuit board PCB1 includes a g force sensor 18′. Thesecond printed circuit board PCB2 includes electrical circuitsconfigured to compare g force sensor readings with a base reading. Thesecond printed circuit board PCB2 is further configured to control thelamps 22, 23, 24 on the light bar arrangement 20 based on thecomparison.

FIG. 8A illustrates the light bar connector 36′ in further detail. Inthe illustrated embodiment, the light bar connector 36′ includes aground connection G, and a connection for each lamp set 22, 23, 24. Inone embodiment, the light bar connector 36′ is a RJ-11 connector.

FIG. 9 illustrates a side view of one exemplary embodiment of thecontroller 60′ including the programming adjusters 38 a-38 i. Theillustrated embodiment is configured to operate a light bar arrangement20 having three sets of lamps 22, 23, 24. Programming adjusters 38 a, 38c, and 38 e enable a user to set the deactivation threshold value whenthe first, second, and third lamp sets 22, 23, 24, respectively, darken.Programming adjusters 38 b, 38 d, and 38 f enable a user to set theactivation threshold value when the first, second, and third lamp sets22, 23, 24, respectively, illuminate. Programming adjusters 38 g, 38 h,and 38 i enable a user to set the flash rate of the first, second, andthird flash sequences L, M, N, respectively. In the illustratedembodiment, rotating the adjusters, for example, via a flatheadscrewdriver, in a first direction increments the settings and rotatingthe adjusters in a second direction decrements the settings.

FIG. 10 illustrates one exemplary embodiment of a wiring diagram for acircuit layout 120 of controller 60′. The layout 120 includes a g sensor112 to receive a g force sensor reading, a first threshold circuitconfiguration 142, a second threshold circuit configuration 144, and athird threshold circuit configuration 146. In one example embodiment,the g force sensor 112 includes a vehicle accelerometer. The thresholdcircuit configurations 142, 144, 146, respectively, control thethresholds at which the lamp pairs 22, 23, 24 activate and deactivate.The circuit layout 120 further includes outputs 122′, 123′, 124′configured to electrically connect to first, second, and third lamp sets22, 23, 24 (FIG. 3), respectively.

FIG. 11 illustrates a wiring diagram 140 for a threshold circuitconfiguration, such as threshold circuit configurations 142, 144, 146 ofFIG. 10. The wiring diagram 140 includes a g sensor input 112′ and anoutput Q indicating whether the current g force meets or exceeds thethreshold value.

FIG. 12 illustrates a partial component layout 130 and wiring diagramfor the second printed circuit board PCB2 of the alternative controller60′. The layout 130 includes connectors to the power source 18 indicatedat 128 and first, second, and third lamp set connectors 122′, 123′,124′, respectively. FIG. 12 illustrates a partial wiring diagram for thecircuit determining the flash rate of each lamp pair 22, 23, 24 (shownin FIG. 3).

FIG. 13 illustrates an optional voltage regulator that can be used inthe circuits shown in FIGS. 6, 7, and 12. FIG. 14 illustrates anoptional circuit enabling the alternative controller 60′ to providevisual confirmation of when the circuit is leveling the g force sensor12′. The circuit can be coupled to an LED or other display (not shown).

The above noted principles of the invention can best be understood withreference to an exemplary application.

In one embodiment, flash rate settings are displayed on the controller60 in increments of one-tenth of a second and can range from about 0.01second to about 4.5 seconds. Lamp pair 22-24 activation and deactivationthreshold settings for each mode of operation are displayed inincrements of one-hundredth of a g and can be set to any value from 0.0to 1.27.

For example, if the first lamp pair 22 has a g force deactivationsetting of about 0.10 g, a g force activation setting of about 0.34 g,and a flash rate setting of 1.0 seconds, then the first lamp pair 22would iteratively illuminate for about one second and then darken forone second when the g force exerted on the vehicle 8 reached 0.10 g. Ifthe second lamp pair 23 has a g force deactivation setting of about 0.34g, a g force activation setting of about 0.40 g, and a flash ratesetting of about 0.07 seconds, then the first and second lamp pairs 22,23 would iteratively illuminate for 0.07 seconds and then darken for0.07 seconds when the g force reading of the g force sensor 12 reached0.40 g, overriding the flash rate setting of 1.0 seconds of the firstlamp pair 22. If a third lamp pair 24 has a g force deactivation settingof about 0.40 g, a g force activation setting of about 0.45 g, and aflash rate setting of about 0.05 seconds, then the first, second, andthird lamp pairs 22, 23, 24, respectively, would iteratively illuminatefor 0.05 seconds and then darken for 0.05 seconds when the g forcereading of the g force sensor 12 reached 0.45 g, overriding the flashrate setting of 0.07 seconds of the first and second lamp pair 22, 23,respectively.

The g force experienced by a vehicle 8 varies depending on the slope ofthe road on which the vehicle is traveling. Typically, therefore, the gforce illumination and darken settings refer to normalized or calibratedg force values and not the actual g force exerted on the car. Inparticular, an offset value “g-” and a fractional numerical value “g*”are used to convert the actual g force value to a current g force value.In a preferred embodiment, the g force reading of the g force sensor 12is sent to the microprocessor 62, which calculates the current g forcevalue according to the following formula:current g force=([g force sensor reading] −“g−”)*(1+“g.*”/256);where “g.*” can be any value from 0 to 255 inclusively, generating 256possible settings.

In one embodiment of the vehicle warning system, the followingconfiguring of numerical values for each of the settings has been foundto be satisfactory in the performance of the vehicle warning system. Thefirst light pair 22 has a flash rate of 0.1 seconds, a firstdeactivation threshold of 0.1 g, and a first activation threshold of0.35 g. The second light pair 23 has a flash rate of 0.07 seconds, asecond deactivation threshold of 0.35 g, and a second activationthreshold of 0.4 g. The third light pair 24 has a flash rate of 0.04seconds, a third deactivation threshold of 0.4 g, and a third activationthreshold of 0.45 g. In this embodiment, the “g−” value is equal to 0.59and the “g.*” is equal to 1.58.

In this embodiment, the following code, which is written in JAL (JustAnother Language developed by Wouter van Ooijen), is used to program themicroprocessor 62 of the controller 60. Of course, the patent is notlimited to this particular code or programming in the JAL language. Thepatent is limited in scope only by the claims appended hereto. Commentsto the code are indicated by the symbol “--.”

The various embodiments described above are provided by way ofillustration only and should not be construed to limit the claimsattached hereto. Those skilled in the art will readily recognize variousmodifications and changes that may be made without following the exampleembodiments and applications illustrated and described herein, andwithout departing from the true spirit and scope of the followingclaims.

1. A vehicle warning system comprising: a controller mounted to avehicle, the controller including a g force sensor configured to measurea g force value being exerted on the vehicle, the controller configuredto compare the measured g force value to at least a first thresholdvalue and a second threshold value; and a light arrangement, the lightarrangement operationally coupled to the controller, the lightarrangement configured to flash at a first flash rate if the controllerdetermines that the measured g force value is greater than or equal tothe first threshold value and less than the second threshold value andto flash at a second flash rate if the controller determines that themeasured g force value equals or exceeds the second threshold value. 2.The system of claim 1, wherein the light arrangement includes at leastone light bar.
 3. The system of claim 1, wherein the light arrangementincludes at least a first light bar having at least one lamp pair. 4.The system of claim 3, wherein the light arrangement includes two lightbars.
 5. The system of claim 3, wherein each light arrangement includesat least a first and second lamp pair.
 6. The system of claim 5, whereinthe first lamp pair is configured to flash at the first flash rate andthe second lamp pair is configured to flash at the second flash rate. 7.The system of claim 1, wherein the controller is portable.
 8. The systemof claim 1, wherein the light arrangement is configured to flash at athird flash rate if the measured g force value equals or exceeds a thirdthreshold value.
 9. The system of claim 1, wherein the controller iselectrically coupled to a brake light system of the vehicle and isfurther configured to level the g force sensor when the brake lightsystem activates.
 10. The system of claim 1, wherein the controller ismounted in the front of the vehicle and the light arrangement is mountedto a rear of the vehicle.
 11. The system of claim 1, wherein thecontroller is operationally coupled to an existing safety or operationalsystem of the vehicle and wherein the light arrangement illuminates whenthe existing safety or operational system activates.
 12. A method forwarning trailing vehicles of deceleration of a leading vehicle, themethod comprising: sensing activation of a vehicle brake light system ofthe leading vehicle; obtaining a first g force value of the leadingvehicle when the activation is sensed; obtaining a second g force valueof the leading vehicle; comparing the second g force value to the firstg force value to obtain a difference; and illuminating at least aportion of a light arrangement viewable to at least one trailing vehicleif the difference between the second g force value and the first g forcevalue exceeds a first threshold value.
 13. The method of claim 12,further comprising flashing the illuminated portion of the lightarrangement at a flash rate.
 14. The method of claim 12, furthercomprising: illuminating a first lamp pair of the light arrangement whenthe difference equals or exceeds the first threshold value; andilluminating the first lamp pair and a second lamp pair of the lightarrangement when the difference equals or exceeds a second thresholdvalue.
 15. The method of claim 14, further comprising: flashing thefirst lamp pair at a first flash rate when the difference equals orexceeds the first threshold value; and flashing the first and secondlamp pair at a second flash rate when the difference equals or exceedsthe second threshold value.
 16. The method of claim 14, furthercomprising: illuminating the first lamp pair, the second lamp pair, anda third lamp pair of the light arrangement at a third flash rate whenthe difference equals or exceeds a third threshold value.